Train-control system.



w.'v. TURNER. TRAIN CONTROL SYSTEM. APPLICATION HLEU NOV. 30, 1915f 1,259,567.. Patented Man19, 1.91s.

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APPLICATION FILED NOV. 30, :9|5. Patented Mar. 19, 1918.

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WALTER V. TURNER, QF WILKINSBUIRG, PENNSYLVANIA, ASSIGNOR TO THE WESTING- HOUSE AIR BRAKE COMPANY, OF \HILMERDING, PENNSYLVANIA, A CORP ORATION OF PENNSYLVANIA.

TRAIN-CONTROL SYSTEM.

Specification of Letters Iatent.

Patented Mar. 19, 1918.

Application filed November G-O, 1915. Serial No. 64,230.

To all whom it may concern:

Be it known that I, VAL/FER V. TURNER, a citizen of the United States, residing at W'illrinsburg, in the county of Allegheny and State of Pennsylvania, have invented new and useful Improvements in Train- Control Systems, of which the following is a specification.

This invention relates to automatic train control systems, and more particularly to a system for regulating the speed of the train.

One object of my invention is to provide a train control system in which the speed limit of the train may be increased step by step from a distant point.

Another object of my invention is to provide a train control system in which the speed limit of the train may be increased or reduced from a distant point.

Other objects and advantages will appear in the following more detailed description of the invention.

In the accompanying drawings; Figure 1 1s a diagrammatic view of a train speed con trol system embodying my 1mprovements;

'Fig. 2 a central sectional view of the speed governor valve device; Fig. 3 a central sec, tional view of one of the governor controlling valve devices; Fig. 4 a central sectional view of one of the magnet valve devices; and- Fig. 5 a fragmentary view showing the construction of the actuating pawl which operates the cam device for adjusting the tension of the governor spring.

According to my invention, insulated contact sections 1 and 2 are arranged at desired intervals between the track rails 3, the sections 1 being connected to acommon line wire 4, leading to a distant point where the circuits are controlled and the contact sections,2 to a wire 5 leading to the same point. At the distant point there is provided a source of current 6 having a ground connection at '7 and suitable switches 8 and 9 for respectively controlling the connection of the source of current with the line wires 4 and 5.

Preferably on each car of the train there is provided a speed controlled governor 10, valve devices 11 and 12 connected by pipes 13 and 14 to the speed governor 10 for effecting the adjustment of same, magnet valve devices 15 and 16 connected by pipes 17 and 18 to the valve devices 11 and 12 for eflecting the operation of said veire devices, relays 19 and 20 for controlling switches 21 and 22 which in turn control local'circuits of the magnet valves 15'and16 containing the respective sources of current 23 and 24.

The relays 19 and 20 are connected to respective wires 25 and 26 leading to brushes or contact members 27 and 28 adapted to engage the respective contact sectionsl and 2 as the train passes over the track.

Fluid under pressure for operating the valve devices 11 and 12 is supplied from a reservoir 29 connected by pipe 30 to said valve devices.

As shown in Fig. 2 of the drawings, the speed governor 10 may comprise a casing in which are mounted speed governor balls 31,

36 and spring pressure is transmitted-from said disk, preferably through aball bearing 38, to a disk 39 secured to the spindle 32. Movement of the spindle 32 by the centrifugal action of the governor balls is adapted through the disk 37 to open avalve 40 for ventin fluid-from :1 pi e 41 leading to a valve evice (not shown? adapted to effect an application of the brakes.

In order to vary the speed limit at which the governor acts, means are provided by adjusting the spring pressure step by step comprising a cam plate 42 adapted to engage a roller 43 carried by a stem 44. -A

spring plate 45 engaging the lower ends. of

the springs 33 and '34 is secured to the stein 44 and when the cam 42 is rotated, the stem 44 actuates the spring plate 45 to compress the springs. r V

For rotating the cam plate 42, a ratchet wheel 46 is secured'to the camshaft 4 7 and a pawl 48 is provided for engaging the teethings, the inner end of the'pawl engages'the end lace of the cylinder 51 and maintains said pawl outof engagement with the ratchet wheel 46. Upon outward movement of the pawl, the spring 52 acts to throw the pawl into working engagement with the ratchet wheel.

For rotating the cam plate .42 in the opposite direction, a pinion 53 is secured to the camshaft 4:7 and a; rack 54 on the piston stem 55 of a piston 56 is adapted to engage the pinion, the piston being contained in a piston cylinder 57. controlling the fluid pressure on the pistons 56 and 50 may he of the same construction and as shown in Fig. 3 may each comprise a piston 58 mounted in a piston chamber 59 for operating a slide valve 60 contained in valve chamber 61.

Each of the magnet valve devices 15 and 16 may be connected as shown in Fig. at of the drawings, there being provided a magnet coil 62 for controlling a valve 63.

In operation, the switches 21 and 22 are I normally open and. the magnet valve devices 15 and 16 are held denergized. Fluid under pressure supplied from the reservoir 29 through pipe 30 to the valve chamber 61 of each valve device 11 and 12. Thence fluid equalizes through a small port 64 in piston 58 t0 piston chamber 59 and the piston is maintained in normal position by a spring 65. In this position, p1pe113 is con nected by passage 66 and cavity'67 with an atmospheric exhaust port 68, so that there is now atmospheric pressure in the piston cylinder 57. Similarly, the piston chamber 51 is connectedto the atmosphere by the valve device 12.

With the centrifugal governor in its low-1 est position, as shown in Fig. 2 of the drawings, the ad}ustment is such as to cause the overnor ha is to open out at a certain predetermined low speed, i say 10 miles per hour. If, therefore, the speed of the train exceeds this limit, the movement of the governor balls will operate the .plate 37 against the resistance of the spring 33 and cause the valve 40 to be opened. Fluid is thereupon vented from pipe 41 to exhaust port 69 and an application oi the brakes is effected by operation of the brake applicaa tionvalve. When the speed of the train falls below the speed limit for which the governor is adjusted, the governor balls drop down and permit the valve 40 to close and the brakes-are then released. It will thus be seen that so-long as the governor ad justment remains the same, the speed of the train cannot exceed the predetermined speed limit for hich the governor is ady'usted.

If it is desired to permit an increase in the speed limit of the train, the switch 9 is closed ata distant point or by operation of a signal system. All of the contactsections 2 in the local block are then connected to the The valve devices for grounded source of current 6 and when the train passes over one of these sections, a circuit will be closed through the relay 20, so as to effect the closure of switch 22. The magnet valve device 16 is thus energized by current from the source 24 and valve 63 is opened to vent fluid from pistonchamber 59 through ipe 17 to exhaust portl70. The sudden re action in pressure in piston chamber 59 causes the outward movement of piston 58, so as to connect passage 71 through cavity 67 with passage 66. Fluid 1s thereupon supplied from reservoir 29 to the iston 50 which is moved outwardly, causing the pawl 48 to engage the ratchet wheel 46 and turn same the space of one tooth. The cam plate is thus rotated, so as to elevate the roller 43 and thereby effect the movement of the spring plate 25 to compressthe spring 33 a certainamount. The

ergized, and the switch 22 again opened.

The valve 63 thereupon closes and equalization of fluid pressures on the piston 58 is effected through the ort 64. The piston 58 18 returned to norma position by the spring 65 and the fluid pressure on piston 50 is vented to the exhaust port 68, Spring 72 will then shift the piston 50 and pawl 48 back to normal position, but the cam plate 42 will remain in its adjusted position.

If the speed limit of .the train is to be maintained at 15 miles per hour, the switch 9 is opened, so that there will be no energization of therelay 20 as the train fasses over succeeding contact sections 2.

f, on

the other hand, it is desired to increase the speed limit another step of say 5jmiles per hour, the switch 9 isclos'ed, so as to eflect the energization of the relay 20 as the train passes over succeeding contact section 2.

In the same manner 'as previously described, the piston 50 will then b actuated so as to cause the'pawl. 48 to rotate the ratchet Wheel 46 another. tooth; The tension of spring 33 is this increased and a correspondingly increased train speed is act, so that the combined resistances of both springs 33 and 34 is effective during the further movement of the cam plate.

If it becomes necessary to reduce the speed of the train, the switch 8 is closed and the contact sections 1 in the local block are connected to the source of current 6. When the train passes over the next contact section 1, the relay 19 is energized so as to close switch "21 and cause the magnet valve 15 to be cnergizech.

The valve-deilice 11 is thereupon operated so as to supply fluid nnder'pressure'to pisten 56. It will be noted here that the piston 56 is moved by the rack 54 and pinion 53 when the cam plate 42 is rotated, so that plate Will be returned to its lowest position,

as shown in Fig. 2. The governor is thus adjusted to the minimum speed limit and if the train speed exceeds this speed limit, an application of the brakes is made and continues until the speed of the train has been reduced to or slightly less than the minimum speed allowed.

The speed of the train may be maintained at the minnnum if the switch 8 is left open, orthe speed limit may again be raised by closing the swltch 9. Each vehicle of the train. is preferably equipped with the speed control apparatus, 50 that in case of possible failure of the apparatus on one car to act, that on another car will be effective.

Having now described my invention, what I claim as new and desire to secure. by Let te'rs Patent, is:

1. In a train speed control system, the combination with apparatus for limiting the speed of the, train, of means controlled from a distant point for increasing the train-speed limit step by step.

2. In a train-speed control system, the combination with a speed governor operated according to the speed of the train for effecting an application of the brakes, of

means controlled from a distant pointfor effecting a step by step adjustment of the governor and a corresponding step by step increase in the speed limit at whichthe governor acts to effect an application of the brakes.

3. In a train speed control system, the combination with apparatus adapted to ef fect an application of the brakes upon the speed of the train exceeding the speed limit' at which said apparatus is adjusted to operate, of means controlled from a distant point for adjusting said apparatus to increase the operating speed limit thereof step by step.

4. In a train speed control system, the combination with a speed governor adapted to be operated according to the speed of the train for efiecting an application of the brakes, of means controlled from a distant point for progressively adjusting said governor at predetermined intervals along the track to effect corresponding progressive increases in the operatingspeed hmit of the governor.

5. In a train speed control system, the combination with a speed governor operate according to the speed of the train for effeeling an application of the brakes and resilient means for opposing the effect of the train speed on the governor, of a cam device for increasing the resistance of said resili ent means and a pawl and ratchet adapted to be controlled from a. distant point for connected to said spring and adapted upon rotation to compress the spring, a ratchet wheel connected to said cam deviee and a pawl operated from fd'istant'point for rotating the ratchet wheel.

7. In a train speed control system, the

combination with a speed governor operated according to the speed of the train for effecting an application of the'brakes, of means controlled from a distant point for adjusting said governor to operate at an increased train speed limit and means controlled from a distant point for adjusting said governor to operate ata reduced train speed limit.

8. In a train speed control system, the combination with a speed governor operated according to the speed of the train fo effecting an application of the brakeg; of means controlled from a distant poin for adjusting said governor to progressively in:

crease the train speed limitat which the governor operates and means controlled from a distant point for adjusting said governor to reduce the speed limit at which the governor operates to a minimum.

9. In a train speed control system, the

combination with a speed governor operated.

according to the speed of the train for effecting an application of the brakes, of means controlled from a distant point for adjusting said governor to increase'at one time and at another time reduce the train speed'limitat which the governoropeiates. 10; In a train speed control system, the combination with a speed governor adapted toeffect an application of the brakes at a predetermined train 'speed,- of mechanism for adjusting the governor to actat differeat train speed limits, a fluid operated piston for actuating said mechanism, a valve device for varying the fluid pressure on said piston, a magnet controlled valve for efiect ing the operation of said valve device, a relay and a switch operated thereby for controlling the circuit of the magnet, contact sections along the track adapted to be engaged by a contact in the relay circuit on the vehicle, and a switch located at a distant point for controlling the electrical condition of the contact sections.

11. In a train speed control system, the combination with means governed by the speed of the train for regulating the train speed, otmechanism for adjusting said means to operate at an increased train speed, mechanism for adjusting said means to 0perate at a reduced train speed a series of electric contact sections located along the track for electrically controlling each mechanism, and switch devices located at a distant point for controlling the electrical condition of each series of contact sections.

In testimony whereof I have hereunto set any hand.

\VAL'JE R V. TURNER. 

